JP2019131147A - Controller - Google Patents

Abstract

To provide a controller capable of achieving travel control with good riding feeling and without stress.SOLUTION: A controller for performing travel control of a vehicle comprises: estimation means for estimating feelings of a plurality of occupants in a vehicle; and change means for changing a travel control mode of the vehicle based on an estimation result of feelings of the plurality of occupants by the estimation means. The vehicle comprises, as an operation mode, an automatic drive mode, in the automatic drive mode, the estimation means performs estimating the feelings, the change means changes the travel control mode. The change means changes a setting of drive characteristic of the vehicle for changing the travel control mode. the vehicle has an automatic transmission, and the change means changes a control mode of the automatic transmission for changing setting of acceleration/deceleration characteristic. The change means changes setting of an inter vehicle distance characteristic of a vehicle, for changing the travel control mode.SELECTED DRAWING: Figure 1

Description

  The present invention mainly relates to a vehicle-mounted control device.

  In Patent Document 1, the content of driving operations that conflict with driving operations that bring a feeling of enjoyment and driving operations that give a sense of security are compared based on the feelings of the passengers themselves, and driving assistance according to the results is performed. Is described. According to Patent Literature 1, it is possible to provide driving assistance that does not unnecessarily impair the passenger's emotions.

JP 2017-49629 A

  By the way, various situations can be considered when the vehicle is used, and as an example, a case where a plurality of passengers are in a state of feeling different from each other is considered. In such a situation, consideration should be given to how to perform traveling control that is comfortable and stress-free for those passengers.

  The present invention has been made with the recognition of the above-described problems, and an object of the present invention is to make it possible to realize a travel control that is more comfortable and stress-free relatively easily.

  One aspect of the present invention relates to a control device, wherein the control device is a control device that controls the traveling of a vehicle, wherein the estimation unit estimates the feelings of a plurality of passengers in the vehicle, and the plurality of the estimation units Changing means for changing the travel control mode of the vehicle based on the estimation result of the passenger's emotion.

  According to the present invention, it is possible to perform travel control with better ride comfort and no stress.

It is a figure for demonstrating the structural example of a vehicle. It is a block diagram for demonstrating the structural example of a vehicle. It is a block diagram for demonstrating the structural example of a vehicle. It is a flowchart for demonstrating the example of the driving | running | working control aspect of the vehicle according to a passenger | crew's emotion. It is a timing chart for explaining the example of the run control mode of vehicles according to a crew member's feeling. It is a timing chart for explaining the example of the run control mode of vehicles according to a crew member's feeling. It is a figure for demonstrating the example of the determination method of the initial setting of the traveling control aspect of a vehicle.

  Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. Each figure is only a schematic diagram for explaining the embodiment. For example, the dimensions of each element in the figure do not necessarily reflect actual ones. In the drawings, the same elements are denoted by the same reference numerals, and the description of the overlapping contents in this specification is omitted.

  1 and 2 are diagrams for explaining the configuration of the vehicle 1 according to the first embodiment. FIG. 1 shows an arrangement position of each element described below and a connection relationship between the elements, using a top view and a side view of the vehicle 1. FIG. 2 is a system block diagram of the vehicle 1.

  In the following description, expressions such as front / rear, up / down, side (left / right) may be used, and these indicate relative directions shown with reference to the vehicle body of the vehicle 1. Used as an expression. For example, “front” indicates the front in the longitudinal direction of the vehicle body, and “up” indicates the height direction of the vehicle body.

  The vehicle 1 includes an operation mechanism 11, a periphery monitoring device 12, a control device 13, a drive mechanism 14, a braking mechanism 15, a steering mechanism 16, and an occupant monitoring device 17. In the present embodiment, the vehicle 1 is a four-wheel vehicle, but the number of wheels is not limited to this.

  The operation mechanism 11 includes an acceleration operation element 111, a braking operation element 112, and a steering operation element 113. Typically, the acceleration operation element 111 is an accelerator pedal, the braking operation element 112 is a brake pedal, and the steering operation element 113 is a steering wheel. However, other types such as a lever type and a button type may be used for these operators 111 to 113.

  The periphery monitoring device 12 includes a camera 121, a radar 122, and a lidar (Light Detection and Ranging (LiDAR)) 123, all of which are sensors for monitoring or detecting the surrounding environment of the vehicle (own vehicle) 1. Function. The camera 121 is an imaging device using, for example, a CCD image sensor or a CMOS image sensor. The radar 122 is a distance measuring device such as a millimeter wave radar. The lidar 123 is a distance measuring device such as a laser radar. As illustrated in FIG. 1, these are arranged at positions where the surrounding environment of the vehicle 1 can be detected, for example, at the front side, the rear side, the upper side, and the side side of the vehicle body.

  As an example of the surrounding environment of the vehicle 1 described above, the traveling environment of the vehicle 1 and the environment surrounding the vehicle 1 (the lane extending direction, the travelable area, the color of the traffic light, etc.), the object information around the vehicle 1 ( The presence / absence of an object such as another vehicle, a pedestrian, or an obstacle, the attribute of the object, the position, the direction and speed of movement, and the like. From this viewpoint, the periphery monitoring device 12 may be expressed as a detection device or the like for detecting the periphery information of the vehicle 1.

  The control device 13 is configured to be able to control the vehicle 1. For example, the control device 13 controls the mechanisms 14 to 16 based on signals from the operation mechanism 11, the periphery monitoring device 12, and / or a passenger monitoring device 17 described later. . The control device 13 includes a plurality of ECUs (electronic control units) 131-135. Each ECU includes a CPU, a memory, and a communication interface. Each ECU performs predetermined processing by the CPU based on the information (data or electrical signal) received via the communication interface, and stores the processing result in a memory, or stores it in other elements via the communication interface. Output.

  The ECU 131 is an acceleration ECU, and controls, for example, a drive mechanism 14 described later based on the amount of operation of the acceleration operator 111 by the driver.

  The ECU 132 is a braking ECU, and controls the braking mechanism 15 based on the amount of operation of the braking operator 112 by the driver, for example. The brake mechanism 15 is, for example, a disc brake provided on each wheel.

  The ECU 133 is a steering ECU, and controls the steering mechanism 16 based on the amount of operation of the steering operator 113 by the driver, for example. The steering mechanism 16 includes, for example, power steering.

  The ECU 134 is an analysis ECU provided corresponding to the periphery monitoring device 12. The ECU 134 performs predetermined analysis / processing based on the surrounding environment of the vehicle 1 obtained by the surroundings monitoring device 12 and outputs the result to the ECUs 131 to 133. For example, the ECU 134 outputs a control signal to the ECUs 131 to 133 such that the vehicle 1 starts / stops according to the color of the traffic light and the vehicle 1 turns along the lane.

  The ECU 135 is an analysis ECU provided corresponding to the occupant monitoring device 17. In this embodiment, the occupant monitoring device 17 includes a camera 171 installed in the vehicle, and can use the camera 171 to acquire captured images of the occupant. Although details will be described later, the ECU 135 receives the captured image from the occupant monitoring device 17 to estimate the occupant's emotion (or may be expressed as analysis, evaluation, etc.), and the results are the ECUs 131 to 133. Output to.

  That is, ECU 131-133 can control each mechanism 14-16 based on the signal from ECU134 and / or ECU135. With such a configuration, the control device 13 can perform traveling control of the vehicle 1 in accordance with the surrounding environment, and can perform automatic driving, for example.

  In this specification, the automatic driving means that part or all of the driving operation (acceleration, braking and steering) is performed on the control device 13 side, not on the driver side. That is, the concept of automatic driving includes a mode in which all driving operations are performed on the control device 13 side (so-called fully automatic driving), and a mode in which only part of the driving operations are performed on the control device 13 side (so-called driving support). included. Examples of driving assistance include a vehicle speed control (auto cruise control) function, an inter-vehicle distance control (adaptive cruise control) function, a lane departure prevention assistance (lane keep assistance) function, a collision avoidance assistance function, and the like.

  The control device 13 is not limited to this configuration. For example, each of the ECUs 131 to 135 may be a semiconductor device such as an ASIC (Application Specific Integrated Circuit). That is, the functions of the ECUs 131 to 135 can be realized by either hardware or software. Further, part or all of the ECUs 131 to 135 may be configured by a single ECU.

  FIG. 3 is a block diagram for explaining a part of the configuration of the vehicle 1, in particular, the drive mechanism 14 and the ECU 135. In the present embodiment, the drive mechanism 14 includes a power source 141 and an automatic transmission 142. An internal combustion engine is used as the power source 141, but an electric motor may be used as another embodiment. The automatic transmission 142 includes a torque converter 1421 and a transmission mechanism 1422. With such a configuration, the power (the number of revolutions) of the power source 141 is changed based on a predetermined transmission ratio, and is transmitted via a transmission mechanism (not shown). The power is transmitted to the wheels.

  The torque converter 1421 is a fluid coupling type starting device arranged between the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422, and changes the power of the power source 141 via fluid (for example, oil). Can be transmitted to mechanism 1422. In the present embodiment, a torque converter with a lockup clutch including a lockup clutch 1421A capable of directly connecting the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422 is used as the torque converter 1421. In a state where the lockup clutch 1421A is driven and the output shaft of the power source 141 and the input shaft of the speed change mechanism 1422 are mechanically connected (directly connected state), the power of the power source 141 is directly transmitted to the speed change mechanism 1422. Is done. On the other hand, in a state where lock-up clutch 1421A is not driven (disengaged state), power from power source 141 is transmitted to transmission mechanism 1422 via fluid. Further, the lock-up clutch 1421A is partially driven so as to be slidably engaged between the output shaft of the power source 141 and the input shaft of the transmission mechanism 1422. The power transmission efficiency of the power source 141 can be adjusted by controlling the driving amount.

  In the present embodiment, a planetary gear type transmission mechanism including a plurality of planetary gear mechanisms and a plurality of engagement mechanisms (for example, clutches, brakes, etc.) is used as the transmission mechanism 1422. The speed change mechanism 1422 selectively forms one of a plurality of speed change ratios by controlling each engagement mechanism based on a signal from the control device 13 and switching a power transmission path from the power source 141. Is used to determine the gear position. With such a configuration, the speed change mechanism 1422 shifts and outputs the power of the power source 141 at a speed change ratio corresponding to the shift speed.

  For example, when K is an integer equal to or greater than 1 and the selected gear position is changed from K speed to (K + 1) speed is referred to as upshifting, and the selected gear is changed from (K + 1) speed to K speed. Changing to is called downshifting. As an example of shifting up, there is a case where the gear ratio is lowered by changing from the first gear to the second gear during acceleration. As an example of downshifting, there is a case where the gear ratio is increased by changing from the fourth gear to the third gear during deceleration. Shift-up and shift-down are collectively called shift change (shift operation).

  As described above, the ECU 135 can receive a captured image of the occupant from the occupant monitoring device 17 and estimate the occupant's emotion. In the present embodiment, the ECU 135 includes a CPU 1351, a memory 1352, and a communication interface 1353, and performs the above estimation by image analysis based on a predetermined program. Although details will be described later, a reference table TS is held in the memory 1352, and the control device 13 refers to the reference table TS according to the result of the estimation by the ECU 135, so that the travel control mode of the vehicle 1 is appropriately set. Make things.

  The travel control mode of the vehicle 1 follows, for example, the setting of the motion characteristics of the vehicle 1. The motion characteristics are responsiveness of the behavior of the vehicle 1 to the driving operation. For example, the motion characteristics can be improved or limited by changing the setting of the acceleration / deceleration characteristics (acceleration characteristics and deceleration characteristics). For example, if the acceleration / deceleration characteristics are increased, the movement characteristics are improved, and if the acceleration / deceleration characteristics are decreased, the movement characteristics are limited. In other words, when the motion characteristics are improved, the acceleration in the vehicle longitudinal direction applied to the occupant during acceleration or deceleration increases. Further, since centrifugal force is applied to the vehicle 1 at the time of turning, if the motion characteristics are improved, the acceleration in the vehicle left-right direction applied to the occupant at the time of turning increases. On the other hand, when the motion characteristic is limited, the acceleration becomes small.

  In the present specification, expressions such as improvement in motion characteristics and acceleration / deceleration characteristics indicate that the responsiveness is improved, or that the numerical values (size, strength, etc.) indicating the characteristics are increased, Say. For example, improving / enhancing the exercise characteristics means that the behavior of the vehicle 1 corresponding to the change appears in a shorter time with respect to the change in the driving operation. For example, limiting / lowering the acceleration characteristic means that the acceleration time (acceleration instruction by the control device 13 in the case of automatic driving) becomes longer for a change in the vehicle speed corresponding thereto, Alternatively, the acceleration generated by the acceleration operation is reduced.

  Since the acceleration / deceleration characteristics follow, for example, the control modes of the power source 141 and the automatic transmission 142, the motion characteristics can be changed based on these control modes. For example, for the power source 141 that is an internal combustion engine, if the fuel injection amount and / or the throttle opening is increased, the power of the power source 141 increases, the acceleration / deceleration characteristics increase, and the motion characteristics improve. For example, for the torque converter 1421 of the automatic transmission 142, if the drive speed and / or drive timing of the lock-up clutch 1421A is increased, the power of the power source 141 is transmitted to the transmission mechanism 1422 in a short time, and the acceleration / deceleration characteristics are high. This improves the movement characteristics. As for the speed change mechanism 1422, if the drive speed and / or drive timing of each engagement mechanism such as a clutch or a brake is increased, the time required for the shift change (time required for switching the power transmission path) is shortened. Deceleration characteristics are improved and motion characteristics are improved.

  Although details will be described later, generally, when the motion characteristics are improved, the acceleration generated in the vehicle 1 and the vibration of the power source 141 are increased, so that the ride comfort is lowered and the load applied to the occupant is increased. That is, exercise characteristics and ride comfort are generally in a trade-off relationship.

  As shown in FIG. 3, control settings (for example, parameters) for selectively realizing various motion characteristics are defined in the reference table TS (TS1, TS2, TS3, TS4, etc.). For example, a standard setting of motion characteristics is defined in the reference table TS1, and the control device 13 controls the power source 141 and the automatic transmission 142 based on the reference table TS1, so that the vehicle has the standard motion characteristics. 1 can be controlled. For example, the reference table TS2 defines other motion characteristic settings different from the standard settings, and the control device 13 controls the power source 141 and the automatic transmission 142 based on the reference table TS2. Thus, the vehicle 1 can be controlled with the other motion characteristics. The control device 13 determines the control mode of the power source 141 and the automatic transmission 142 by referring to the reference table TS corresponding to the result of the estimation by the ECU 135, and appropriately controls the vehicle 1 having desired motion characteristics. .

  Examples of the control settings defined in each reference table TS include, for example, control settings for the fuel injection amount and throttle opening in the power source 141, control settings for the lockup clutch 1421A, control settings for the transmission mechanism 1422, and the like. Is mentioned. Examples of control settings for the lockup clutch 1421A include, for example, the drive speed and drive timing of the lockup clutch 1421A. Examples of the control setting of the transmission mechanism 1422 include the driving speed and driving timing of each engagement mechanism such as a clutch and a brake.

  In addition to the above-described motion characteristics, in the automatic driving, the travel control mode of the vehicle 1 by the control device 13 also follows, for example, the setting of the inter-vehicle distance (mainly the distance between the vehicle 1 and its preceding vehicle). How much the inter-vehicle distance is maintained during automatic driving is necessary information for the control device 13. Therefore, in this embodiment, each reference table TS also defines a control setting for realizing a desired inter-vehicle distance characteristic. Generally, if the inter-vehicle distance is set to be small, the possibility that another vehicle will enter between the host vehicle 1 and the preceding vehicle is reduced, so that it is possible to arrive at the destination early, while sudden stop (rapid braking) occurs. It may be necessary. Also, if the inter-vehicle distance is set large, sudden stop can be avoided, so that safer travel is possible, while the time required for arrival at the destination may be longer.

  Although details will be described later, several reference tables TS may be prepared in advance, or may be newly generated by the control device 13 as necessary. Further, the reference table TS may be read from a predetermined database and stored in the memory 1352 as necessary, or may be stored in the memory 1352.

  FIG. 4 is a flowchart for explaining the traveling control method for the vehicle 1 according to the present embodiment. The contents of this method are performed by the control device 13 (mainly the ECU 135). As an outline of this method, the automatic driving is started based on the default driving control, and then the automatic driving is continued while changing the driving control mode according to the feeling of the occupant.

  First, in step S1000 (hereinafter simply referred to as “S1000”. The same applies to other steps), it is determined whether or not the operation mode of the vehicle 1 is the automatic operation mode. In the case of the automatic operation mode, the process proceeds to S1010. Otherwise (in the case of the normal mode in which the driver performs all the driving operations), this flow ends. Note that switching between the normal mode and the automatic driving mode as the operation mode of the vehicle 1 can be performed by pressing a predetermined switch by a driver (or a person who can become a driver when automatic driving is canceled) in the vehicle. .

  In step S1010, initial settings necessary for traveling control of the vehicle 1 in automatic driving are performed, and thereby the characteristics such as the above-described motion characteristics are determined. In the present embodiment, the standard setting is selected as the initial setting, but as another embodiment, a setting customized in advance by the user may be selected. The user here is, for example, a person who can be a driver when automatic driving is canceled, a vehicle owner, or the like.

  In S1020, the passenger's emotion of the vehicle 1 is estimated. As described above, this estimation can be realized by performing image analysis on the captured image of the occupant obtained by the camera 171 of the occupant monitoring device 17.

  Examples of the estimation tool include Sentiment Analysis Glassware (Emotient) and Emospark (EmoShape). Incidentally / alternatively, the estimation may be performed by image analysis or emotion analysis using a microphone that detects sound, an infrared sensor that detects body temperature, a pulse sensor, or the like. For example, FMH (Flicker Health Management Co., Ltd.), JINS MEME (JIN Co., Ltd.), Car Monitoring System (CAARESYS, Inc.), or the like may be used.

In S1020, an evaluation value (estimated value) indicating the degree of occupant emotion is generated as a result of the estimation. In the present embodiment, the evaluation value is generated as follows:
-Emotion evaluation value Evaluation value: -5 -4 -3 -2 -1 ± 0 +1 +2 +3 +4 +5
Emotion: Anxiety ← Calm → Frustrated In other words, the greater the evaluation value for a certain occupant is in the positive direction, the more it is estimated that the occupant is irritated. Moreover, it shows that it was estimated that the passenger | crew felt anxiety, so that this evaluation value was large in the negative direction. Further, the closer this evaluation value is to ± 0, the more the passenger is estimated to be calm.

  As the evaluation value for a certain occupant increases in the positive direction, the behavior of the vehicle 1 is excessively mild to the occupant, and the occupant thinks that the behavior of the vehicle 1 becomes sporty and frustrated. It is done. On the other hand, the larger the evaluation value is in the negative direction, the more the behavior of the vehicle 1 is excessively sporty for the occupant, and the occupant thinks that the behavior of the vehicle 1 becomes milder and cannot relax. It is done. That is, if the evaluation value is too large or too small, it cannot be said that the ride comfort is good, and it can be said that the evaluation value is closer to a predetermined reference value (± 0 here).

  In S1030, it is determined whether the estimation result in S1020 satisfies a predetermined condition. Although details will be described later, an example of the predetermined condition is that the calculated value based on the evaluation value is within a reference range, and more specifically, any occupant's frustration and / or anxiety. The degree is not too high. If the estimation result satisfies the predetermined condition, the process proceeds to S1080, and if not, the process proceeds to S1040.

  In S1040, the travel control setting is changed. Although details will be described later, for example, when the evaluation value is increased in the positive direction and the irritability of the occupant is increased, the travel control is set so that the behavior of the vehicle 1 becomes sporty. To change. In addition, for example, when the evaluation value increases in the negative direction and the occupant's anxiety level increases, the setting of the travel control is changed so that the behavior of the vehicle 1 becomes mild.

  In S1050, the feeling of the passenger of the vehicle 1 is re-estimated. This re-estimation may be performed by image analysis of the captured image obtained by the camera 171 as in S1020.

  In S1060, based on the re-estimation result in S1050, it is determined whether or not the occupant's emotion has been improved by changing the setting in S1040. If the occupant's feelings are improved, the process proceeds to S1070, and if it is rather improved, the process proceeds to S1080.

  For example, in S1040, when the setting of the travel control is changed to improve the frustration, the frustration is not improved. On the contrary, if the anxiety level is worsened, the change is made in S1040. It can be said that the setting should be restored to the original state. Further, for example, if the setting is changed to improve the frustration, but the frustration is getting worse, it can be said that the setting change in S1040 has an adverse effect.

  Therefore, in S1070, the travel control is reset. Although details will be described later, for example, in the above example, the setting changed in S1040 is returned to the original state, or the setting is changed in a policy different from the change in S1040.

  In S1080, it is determined whether or not the operation mode of the vehicle 1 continues the automatic operation mode. If the automatic operation mode is continued, the process returns to S1020, and if not, this flow is ended. The series of steps S1010 to S1080 described above is repeatedly performed during automatic operation, and may be performed at a predetermined cycle such as a minute unit or a second unit, or temporarily stopped by a red signal or the like. In this case, it may be performed with a predetermined condition such as a left / right turn.

  In this way, automatic driving is performed while changing the travel control mode of the vehicle 1 according to the feeling of the passenger of the vehicle 1. Here, when there are a plurality of occupants, the feelings of the occupants may be different from each other. For this reason, various modes are conceivable for setting the traveling control based on the evaluation value and changing the setting. This will be described below with reference to FIGS.

[First example]
FIG. 5 is a timing chart showing a first example of the travel control mode of the vehicle 1. The horizontal axis in the figure represents the time axis. For example, the vehicle 1 is for four passengers, and the vertical axis in the figure indicates the evaluation values for the feelings of the four passengers A to D of the vehicle 1 as evaluation values VA to VD, respectively. Further, on the vertical axis in the figure, an anxiety degree evaluation value E1 that evaluates only annoyance degree based on these evaluation values VA and the like, an anxiety degree evaluation value E2 that evaluates only anxiety degree, and a comprehensive evaluation The overall evaluation value E _TOTAL as a result is shown.

  Assume that the evaluation value VA or the like for the occupant A or the like is generated within a range from −5 to +5. For example, the occupant A is calmer as the evaluation value VA is closer to ± 0, and is estimated to be annoying when the evaluation value VA increases in the positive direction, and feels uneasy when the evaluation value VA increases in the negative direction. The same applies to the evaluation values VB, VC, and VD corresponding to the passengers B, C, and D.

The frustration degree evaluation value E1 uses, for example, coefficients m _A1 , m _B1 , m _C1 and m _D1 ,
E1 = VA × m _A1 (provided that 0 if VA <0)
+ VB × m _B1 (provided that 0 if VB <0)
+ VC × m _C1 (provided that 0 if VC <0)
+ VD × m _D1 (provided that 0 when VD <0),
And given. That is, the frustration degree evaluation value E1 is obtained by weighted addition of only positive ones of the evaluation values VA to VD (E1 ≧ 0). For example,
VA = + 1,
VB = -5,
VC = -3, and
VD = -1,
in the case of,
E1 = (+ 1) × m _A1 ,
It becomes.

The coefficients m _A1 , m _B1 , m _C1 and m _D1 are, for example,
m _A1 + m _B1 + m _C1 + m _D1 = M (fixed value (for example, 1))
A value corresponding to the attribute of the occupant is assigned so as to satisfy. The attributes of the occupant relate the relative position of each occupant in the vehicle, for example, whether the occupant is a driver, a simple passenger, or a position in the vehicle. It corresponds to information.

For example, when the passenger A is a driver's seat passenger, the coefficient m _A1 may be assigned a value larger than any of the other coefficients m _B1 , m _C1, and m _D1 . In this case, when the automatic driving is finished, the occupant A can take over the driving operation from the control device 13 in a relatively good state. For example, when the occupant D is a child, the coefficient m _D1 may be assigned a value larger than any of the other coefficients m _A1 , m _B1, and m _C1 . Alternatively, the coefficients m _A1 and m _B1 corresponding to the passengers A and B in the front row (driver's seat and passenger seat) may be assigned values larger than the coefficients m _C1 and m _D1 corresponding to the passengers C and D in the rear row. Good.

That is, the above-described coefficients m _{A1 to} m _D1 correspond to priorities according to the occupant attributes. However, the priority degree may not be provided (or the coefficient m _A1 ~m _D1 assigned the same value), or coefficient m _A1 ~m _D1 is fixed in advance a predetermined value by the user It may be.

Further, like the irritability evaluation value E1, the anxiety evaluation value E2 is calculated using, for example, coefficients m _A2 , m _B2 , m _C2, and m _D2 .
E2 = VA × m _A2 (provided that 0 when VA> 0)
+ VB × m _B2 (provided that 0 if VB> 0)
+ VC × m _C2 (provided that 0 if VC> 0)
+ VD × m _D2 (provided that 0 when VD> 0),
And given. That is, the anxiety degree evaluation value E2 is obtained by weighted addition of only negative ones of the evaluation values VA to VD (E2 ≦ 0). For example, like the above example,
VA = + 1,
VB = -5,
VC = -3, and
VD = -1,
in the case of,
E2 = (− 5) × m _B2 + (− 3) × m _C2 + (− 1) × m _D2
It becomes.

Like the coefficient m _A1 etc., the coefficients m _A2 , m _B2 , m _C2 and m _D2 are, for example,
m _A2 + m _B2 + m _C2 + m _D2 = M (fixed value (for example, 1))
A value corresponding to the attribute of the occupant is assigned so as to satisfy. The coefficients m _{A2 to} m _D2 may be assigned the same values as the coefficients m _{A1 to} m _D1 , but may be assigned different values, or may be fixedly set in advance by the user. May be.

When there are three or less passengers, 0 may be assigned to a part of the coefficients m _{A1 to} m _D1 and a part of the coefficients m _{A2 to} m _D2 .

The overall evaluation value E _TOTAL is, for example,
E _TOTAL = E1 + E2,
Given in. As another example, when one of the frustration level and the anxiety level is emphasized, the comprehensive evaluation value E _TOTAL may be given by weighted addition of the evaluation values E1 and E2.

  In addition, the vertical axis in the figure further shows characteristics P1 to P5 for changing the travel control mode of the vehicle 1. The traveling control mode of the vehicle 1 can be adjusted by individually changing various settings including various motion characteristics described above, and a desired traveling control mode can be realized. Here, as an example, five characteristics of an inter-vehicle distance characteristic P1, an acceleration instruction characteristic P2 and a deceleration instruction characteristic P3 by the ECU 131, and a shift time characteristic P4 and a shift timing characteristic P5 of the automatic transmission 142 are illustrated. .

The inter-vehicle distance characteristic P1 indicates how much the inter-vehicle distance is maintained during automatic driving. In this example, the characteristic P1 is set as follows:
-Inter-vehicle distance characteristics P1
Setting value: -2 -1 ± 0 +1 +2
Inter-vehicle distance: Large ← Standard → Small As mentioned above, increasing the setting value of characteristic P1 (setting the inter-vehicle distance small) may relieve an occupant of a certain occupant, while anxiety to other occupants There is a possibility to cause. In addition, if the set value of the characteristic P1 is lowered, there is a possibility that anxiety of a certain occupant may be solved, while another occupant may be annoyed.

The acceleration instruction characteristic P2 corresponds to the change in the signal level of the acceleration instruction signal output from the ECU 131 to the drive mechanism 14 when the vehicle speed is increased (for example, when starting), and the change in the signal level per unit time. Degree (rapid / slow). In this example, the setting of characteristic P2 is as follows:
-Characteristics of acceleration indication P2
Setting value: -2 -1 ± 0 +1 +2
Acceleration: Small ← Standard → Large In other words, if the setting value of characteristic P2 is increased, the acceleration characteristic becomes higher and the behavior of vehicle 1 becomes sporty (or agile), which may eliminate the annoyance of a certain passenger. This may cause anxiety to other passengers. Further, if the set value of the characteristic P2 is lowered, the acceleration characteristic is lowered and the behavior of the vehicle 1 becomes mild (or dull), so that there is a possibility that anxiety of a certain occupant may be solved, but it is annoying to other occupants. May occur.

The characteristic P3 of the deceleration instruction corresponds to the change level of the signal level of the deceleration instruction signal output from the ECU 132 to the braking mechanism 15 when the vehicle speed is decreased, and the degree of change per unit time of the signal level (rapid / slow) ). In this example, the characteristic P3 is set as follows:
-Deceleration instruction characteristics P3
Setting value: -2 -1 ± 0 +1 +2
Acceleration: Small ← Standard → Large That is, like the characteristic P2, if the setting value of the characteristic P3 is increased, the deceleration characteristic becomes high and the behavior of the vehicle 1 becomes sporty. This may cause anxiety to other passengers. Further, if the set value of the characteristic P3 is lowered, the deceleration characteristic becomes low and the behavior of the vehicle 1 becomes mild, so that anxiety of a certain occupant may be solved, but annoyance may occur to other occupants. There is sex.

  Note that in general, deceleration is more difficult than acceleration, such as when the lane change of the preceding vehicle occurs rather than the driving operator (in many cases, the driver, in the case of automatic driving, the control device 13). Due to external factors, they are often needed within a relatively short time. Therefore, the characteristics P2 and P3 may be set in common, but are preferably set individually.

The shift time characteristic P4 follows the drive speed of the lockup clutch 1421A and the drive speed of each engagement mechanism of the shift mechanism 1422. By changing these driving speeds, it is possible to improve or limit the motion characteristics by changing the acceleration / deceleration characteristics. In this example, the characteristic P4 is set as follows:
-Shifting time characteristics P4
Setting value: -2 -1 ± 0 +1 +2
Shifting time: Slow ← Standard → Prompt In other words, if the setting value of characteristic P4 is increased, the acceleration / deceleration characteristic becomes higher and the behavior of the vehicle 1 becomes sporty. May cause anxiety to other passengers. Also, if the set value of the drive speed characteristic P4 is lowered, the acceleration / deceleration characteristic is lowered and the behavior of the vehicle 1 becomes mild, so that there is a possibility that anxiety of a certain occupant may be resolved, while annoying other occupants. There is a possibility to cause.

The shift timing characteristic P5 follows the drive timing of the lockup clutch 1421A and the drive timing of each engagement mechanism of the shift mechanism 1422. By changing these drive timings, the acceleration / deceleration characteristics can be changed to improve or limit the movement characteristics. In this example, the setting of characteristic P5 is as follows:
-Shifting timing characteristics P5
Setting value: -2 -1 ± 0 +1 +2
Shift timing: Early ← Standard → Slow In other words, if the set value of characteristic P5 is increased, the acceleration / deceleration characteristic becomes higher and the behavior of the vehicle 1 becomes sporty. May cause anxiety to other passengers. Also, if the set value of the drive speed characteristic P5 is lowered, the acceleration / deceleration characteristic is lowered and the behavior of the vehicle 1 becomes mild. There is a possibility to cause.

  Here, although integers from −2 to +2 are exemplified as the setting values of the characteristics P1 to P5, the present invention is not limited to these numerical values, and the setting values may be set using decimal numbers.

  In this specification, the set values of the characteristics P1 to P5 indicate that the behavior of the vehicle 1 is sporty with a polarity of “+ (plus)” and that the behavior of the vehicle 1 is mild. Indicated by the polarity of “minus” The behavior of the vehicle 1 can be expressed relatively by this set value. For example, in any individual of the characteristics P1 to P5, the set value +2 is more sporty than the set value +1. Indicates. As another example, the polarity of the set values may be reversed for some / all of the characteristics P1 to P5, “−” indicates that the behavior of the vehicle 1 is sporty, and the behavior of the vehicle 1 is A mild tendency may be indicated by “+”.

  First, the initial values of the evaluation values VA to VD are set to ± 0. As the initial value, an evaluation value at the beginning of running of the vehicle 1 may be used. That is, for example, when the passengers A to D get into the vehicle 1, after the power source 141 is started (after the ignition is turned on), or in response to a predetermined operation by the user thereafter, the same as S1020 (see FIG. 4). Emotion is estimated according to the procedure, and the evaluation value obtained thereby is set as a reference value (± 0) as an initial value. Thereby, the transition of each emotion of the passengers A to D can be monitored based on the subsequent relative change / difference of the expressions of the passengers A to D.

  In this example, the characteristics P1 to P5 are set to the standard at the beginning of the running of the vehicle 1, that is, the initial values of the set values are all ± 0. Although the initial values of these characteristics P1 to P5 will be described later in detail, they may be determined based on a predetermined calculation process at the beginning of traveling.

Thereafter, at time T1010, made evaluation value VB~VD is a negative value, the accompanying anxiety evaluation value E2 it becomes a negative value, also becomes a negative value exceeds the total evaluation value _{E TOTAL} is the reference range _{R E} . This corresponds to S1020 to S1030 (see FIG. 4), and as a result of the estimation of the individual emotions of the passengers A to D, the current travel control of the vehicle 1 (as of time t1010) causes anxiety as a whole. Indicates that it has been determined that The reference range R _E is to the upper limit value and the lower limit value may be fixedly set range, may be set / changed by the user.

At time t1020, the set value ± 0 of the characteristic P1 is lowered to, for example, the set value −1 in response to the total evaluation value E _TOTAL being out of the reference range R _E , thereby increasing the inter-vehicle distance. This corresponds to S1040 (see FIG. 4), and the travel control setting is changed to bring the overall evaluation value E _TOTAL closer to ± 0, that is, to prevent the passengers A to D from feeling uneasy overall. Indicates that

Here, at time t1020, the setting value of the characteristic P1 is changed to bring the total evaluation value E _TOTAL closer to ± 0. However, which setting value of the characteristics P1 to P5 is changed is determined based on a predetermined program. (This also applies to other setting changes thereafter). For example, in consideration of which of the characteristics P1 to P5 generally has a large influence on the occupant's emotion, priority may be provided for the order of changing the setting values. In this example, since the influence of the inter-vehicle distance on the occupant's emotion is relatively large, the set value of the characteristic P1 is first changed.

  In this example, it is assumed that one set value among the characteristics P1 to P5 is changed in order, but two or more set values may be changed at a time.

In this example, since the evaluation values E1, E2 and E _TOTAL associated with the change in the set value did not deteriorate, the change in the set value at time t1020 is maintained. This corresponds to S1050 to S1060 (see FIG. 4).

Here, the overall evaluation value _{E TOTAL} is by changing the set value of the property P1 because the result is not within the reference range _{R E,} so that the change of the setting by the estimating subsequent emotion is continued (S1020~S1030) .

At time t1030, the set value ± 0 of the characteristic P3 is lowered to, for example, the set value −1, thereby reducing the deceleration characteristic and limiting the motion characteristic. In this example, it is assumed that the anxiety evaluation value E2 approaches ± 0 and the overall evaluation value E _TOTAL approaches ± 0, that is, the passenger's feeling is improved. In this example, since the evaluation values E1, E2 and E _TOTAL associated with the change of the set value were not deteriorated, the change of the set value is maintained (S1050 to S1060). Furthermore, comprehensive evaluation value _{E TOTAL} is by changing the set value of the property P3 because the result is not within the reference range _{R E,} so that the change of setting by the estimating subsequent emotion is continued (S1020~S1030) .

  At time t1040, the set value ± 0 of the characteristic P2 is lowered to, for example, the set value −1, thereby lowering the acceleration characteristic and limiting the motion characteristic. In this example, the anxiety evaluation value E2 does not approach ± 0 depending on the change of the set value, while the frustration evaluation value E1 is a positive value. Rather than relieving passengers' anxiety and improving their feelings, it can be said that other passengers felt frustrated and their feelings worsened.

Therefore, in this example, it is assumed that the change of the set value at time t1040 is an error, and the set value is reset at time t1050 (S1050 to S1060). In this example, the set value −1 of the characteristic P2 is returned to the original state, that is, set to the set value ± 0. Incidentally, the overall evaluation value _{E TOTAL} still because it is not made within the reference range _{R E,} so that the change of setting by the estimating subsequent emotion is continued (S1020~S1030).

At time t1060, the set value ± 0 of the characteristic P4 is lowered to, for example, the set value −1, thereby lowering the acceleration / deceleration characteristic and limiting the motion characteristic. In this example, it is assumed that the anxiety evaluation value E2 approaches ± 0 and the overall evaluation value E _TOTAL approaches ± 0, that is, the passenger's feeling is improved. In this example, since the evaluation values E1, E2 and E _TOTAL associated with the change of the set value were not deteriorated, the change of the set value is maintained (S1050 to S1060).

Result of a change in the set value of the property P4, comprehensive evaluation value _{E TOTAL} became the reference range _{R E.} Therefore, as long as total evaluation value _{E TOTAL} obtained by estimating the subsequent feelings are within the reference range _{R E (S1020~S1030),} setting values of the above characteristics P1~P5 it is will be maintained. For example, in a subsequent time is any time T1070, for overall evaluation value _{E TOTAL} is within the reference range _{R E,} the set value of the characteristic P1~P5 without being changed, the automatic operation is continued and Become.

  That is, according to this example, by taking into consideration the feelings of all the passengers A to D, it is possible to appropriately realize the traveling control that does not cause the passengers A to D to feel irritation and anxiety unnecessarily. Therefore, according to this example, it is possible to appropriately realize traveling control that is more comfortable to ride and stress-free for all of the passengers A to D.

[Second example]
FIG. 6 shows a timing chart of the second example of the travel control mode of the vehicle 1 in the same manner as the first example (FIG. 5). This example is different from the first example in that it is mainly determined that the traveling control of the vehicle 1 causes annoyance as a whole.

After the initial values of the evaluation values VA to VD and the initial values of the characteristics P1 to P5 are set, at time t2010, the evaluation values VA to VD become positive values, and accordingly, the frustration evaluation value E1 is positive. of value and will, also, the overall evaluation value _{E tOTAL} has a positive value exceeds the reference range _{R E.} This corresponds to S1020 to S1030 (see FIG. 4), and as a result of estimation of the individual emotions of the passengers A to D, the current traveling control of the vehicle 1 (as of time t2010) is totally frustrating. Indicates that it has been determined that

At time t2020, the set value ± 0 of the characteristic P1 is increased to, for example, the set value +1, thereby reducing the inter-vehicle distance. This corresponds to S1040 (see FIG. 4), and the travel control setting is changed in order to bring the overall evaluation value E _TOTAL closer to ± 0, that is, to prevent the passengers A to D from being completely frustrated. Indicates that In this example, it is assumed that the frustration evaluation value E1 approaches ± 0 and the overall evaluation value E _TOTAL approaches ± 0, that is, the passenger's feeling is improved. In this example, since the evaluation values E1, E2 and E _TOTAL associated with the change of the set value were not deteriorated, the change of the set value is maintained (S1050 to S1060).

Here, the overall evaluation value _{E TOTAL} is by changing the set value of the property P1 because the result is not within the reference range _{R E,} so that the change of the setting by the estimating subsequent emotion is continued (S1020~S1030) .

  At time t2030, the set value ± 0 of the characteristic P3 is increased to, for example, the set value +1, thereby increasing the deceleration characteristic and improving the motion characteristic. In this example, depending on the change of the set value, the irritability evaluation value E1 does not approach ± 0, while the anxiety evaluation value E2 is a negative value. Rather than relieving the occupants' feelings and improving their feelings, it can be said that other occupants felt anxious and their feelings worsened.

Therefore, in this example, it is assumed that the change of the set value at time t2030 is an error, and the set value is reset at time t2040 (S1050 to S1060). In this example, the set value +1 of the characteristic P3 is returned to the original state, that is, set to the set value ± 0. Incidentally, the overall evaluation value _{E TOTAL} still because it is not made within the reference range _{R E,} so that the change of setting by the estimating subsequent emotion is continued (S1020~S1030).

At time t2050, the set value ± 0 of the characteristic P2 is increased to, for example, the set value +1, thereby increasing the acceleration characteristic and improving the motion characteristic. In this example, it is assumed that the frustration evaluation value E1 approaches ± 0 and the overall evaluation value E _TOTAL approaches ± 0, that is, the passenger's feeling is improved. In this example, since the evaluation values E1, E2 and E _TOTAL associated with the change of the set value were not deteriorated, the change of the set value is maintained (S1050 to S1060).

Here, the overall evaluation value _{E TOTAL} is by changing the set value of the property P2 because the result is not within the reference range _{R E,} so that the change of setting by the estimating subsequent emotion is continued (S1020～S1030 ).

  At time t2060, the set value ± 0 of the characteristic P4 is increased to, for example, the set value +1, thereby increasing the acceleration / deceleration characteristics and improving the motion characteristics. In this example, depending on the change of the setting value, the frustration evaluation value E1 does not approach ± 0 but rather moves away from ± 0. This can be said to have worsened the feeling of the occupant rather than relieving the passenger's annoyance and improving the feeling, that is, an adverse effect.

  Therefore, in this example, assuming that the change of the set value at time t2060 is an error, the set value is returned to the original state at time t2070, that is, set to set value ± 0. Further, since the change of the set value at time t2060 is considered to have an adverse effect, at time t2080, the set value ± 0 of the characteristic P4 is lowered (reverse correction is performed), for example, to the set value -1. Here, for the purpose of explanation of reverse correction, the above setting value is returned to the original state. However, a series of resetting at times t2070 to t2080 may be performed at one time, that is, the setting value of the characteristic P4 is +1. May be changed from -1.

Incidentally, the overall evaluation value _{E TOTAL} still because it is not made within the reference range _{R E,} so that the change of setting by the estimating subsequent emotion is continued (S1020~S1030).

At time t2090, the set value ± 0 of the characteristic P5 is increased to, for example, the set value +1, thereby increasing the acceleration / deceleration characteristics and improving the motion characteristics. In this example, it is assumed that the frustration evaluation value E1 approaches ± 0 and the overall evaluation value E _TOTAL approaches ± 0, that is, the passenger's feeling is improved. In this example, since the evaluation values E1, E2 and E _TOTAL associated with the change of the set value were not deteriorated, the change of the set value is maintained (S1050 to S1060).

Result of a change in the set value of the characteristic P5, comprehensive evaluation value _{E TOTAL} became the reference range _{R E.} Therefore, as long as total evaluation value _{E TOTAL} obtained by estimating the subsequent feelings are within the reference range _{R E (S1020~S1030),} setting values of the above characteristics P1~P5 it is will be maintained. For example, in a subsequent time is any time T2100, for overall evaluation value _{E TOTAL} is within the reference range _{R E,} the set value of the characteristic P1~P5 without being changed, the automatic operation is continued and Become.

  That is, according to this example, by taking into consideration the feelings of all the passengers A to D, it is possible to appropriately realize the traveling control that does not cause the passengers A to D to feel irritation and anxiety unnecessarily. Therefore, according to this example, it is possible to appropriately realize traveling control that is more comfortable to ride and stress-free for all of the passengers A to D.

[Third example]
The set values of the characteristics P1 to P5 set in the first to second examples and / or information generated in the process, such as the evaluation value VA for each occupant, are stored in the database as a past history. May be registered and stored. For example, it is conceivable that all / a part of the passengers A to D get into the vehicle 1 at other occasions after the driving is finished according to the first and second examples. Specifically, for example, there is a case where the power source 141 is started again after a predetermined period of several minutes to several days has elapsed since the power source 141 is stopped (after the ignition is turned off). . In such a case, it is preferable that all / part of the set values of the characteristics P1 to P5 set in the first and second examples are used.

  Therefore, past estimation results may be registered in the database so that they can be referred to as appropriate according to the passengers who enter the vehicle 1 at the next opportunity. By making it possible to refer to the database (past history) as necessary, the initial setting in S1010 (see FIG. 4) can be performed appropriately and promptly.

  Moreover, when each setting is already registered for each of a plurality of occupants in the database, and some of the occupants newly get into the vehicle 1, the characteristics P1 to P5 are based on the database. It is also possible to generate a new initial setting.

  FIG. 7A is a diagram for explaining a method of determining initial settings for characteristics P1 to P5 when each setting has already been registered for each of a plurality of passengers in the database.

  For example, for a single occupant A, if the characteristics P1, P2, P3, P4 and P5 are set with the set values a1, a2, a3, a4 and a5, respectively, the evaluation value VA for that occupant A is obtained. It is assumed from the database that it can be maintained at ± 0. Similarly, for the single occupant B, the database knows that the evaluation values VB can be maintained at ± 0 if the characteristics P1 to P5 are set with the setting values b1 to b5, respectively. Shall. Similarly, for the single occupant C, it is known from the same database that the evaluation values VC can be maintained at ± 0 if the characteristics P1 to P5 are set with the setting values c1 to c5, respectively. Shall. Similarly, for a single occupant D, the database shows that the evaluation values VD can be maintained at ± 0 if the characteristics P1 to P5 are set with the setting values d1 to d5, respectively. It shall be.

In such a case, the control device 13 uses the set values a1 and the like to set the initial values of the characteristics P1 to P5 in order to appropriately realize the travel control that is comfortable for all of the passengers A to D and is stress free. It is also possible to determine the value and refer to the reference table TS. When initial values of set values for the characteristics P1, P2, P3, P4 and P5 are s1, s2, s3, s4 and s5, respectively, in this example, these initial values s1 to s5 are coefficients n1, n2 , N3 and n4,
s1 = a1 * n1 + b1 * n2 + c1 * n3 + d1 * n4,
s2 = a2 * n1 + b2 * n2 + c2 * n3 + d2 * n4,
s3 = a3 * n1 + b3 * n2 + c3 * n3 + d3 * n4,
s4 = a4 * n1 + b4 * n2 + c4 * n3 + d4 * n4, and
s5 = a5 × n1 + b5 × n2 + c5 × n3 + d5 × n4,
And given.

Here, the coefficients n1 to n4 are, for example,
n1 + n2 + n3 + n4 = N (fixed value (for example, 1)),
A value corresponding to the position of the seat is assigned so as to satisfy. In this example, the coefficients n1, n2, n3, and n4 correspond to the driver seat, the passenger seat, the left rear row seat, and the right rear seat, respectively. The same values may be assigned to the coefficients n1 to n4, but different values may be assigned to indicate the priority based on the seat position. When there are three or fewer passengers, 0 may be assigned to some of the coefficients n1 (or n2) to n4.

  As illustrated in FIG. 7B, the control device 13 refers to the reference table TS that satisfies the above s1 to s5 (or a reference table closest thereto), so that the ride comfort for all of the passengers A to D is improved. Good and stress-free running control can be performed. According to this example, it is possible to set appropriate motion characteristics in a relatively short time by referring to a database, that is, a past setting history. Further, according to the present example, when performing S1020 to S1080 (see FIG. 4) thereafter, the setting change can be limited to fine correction.

  Further, the evaluation values VA to VD for the occupants A to D may be held in the memory 1352 (or the database) of the ECU 135. When the traveling of the vehicle 1 on which at least a part of these occupants A to D is on is resumed within a relatively short time, for example, several minutes or tens of minutes, among the held evaluation values VA to VD. Corresponding ones may be diverted. Accordingly, it is possible to set appropriate motion characteristics in a relatively short time by referring to the evaluation value obtained relatively recently, that is, the past setting history. Similarly to the above, when performing S1020 to S1080 thereafter, the setting change can be limited to fine correction.

  In addition, the evaluation value (VA etc.) obtained by past estimation and the set value (a1 etc.) such as the characteristic P1 determine the driving control mode of the vehicle 1 at various next opportunities including the above-described example. Can be diverted.

[Modification]
The present invention is not limited to the above-described example, and various modifications can be applied. For example, the configuration of the drive mechanism 14 is not limited to the example of FIG. 3, and other known configurations may be employed. For example, a dual clutch transmission (DCT) may be used as the automatic transmission 142.

  For example, in the above-described example, it has been described that the control mode of the power source 141 and the automatic transmission 142 is changed to improve or limit the motion characteristics of the vehicle 1, but other methods can be employed. For example, the motion characteristics also follow the damping characteristics of a suspension mechanism (not shown) for absorbing vibration from the road surface. Therefore, when the vehicle 1 further includes a suspension mechanism capable of adjusting the damping characteristic, the setting of the motion characteristic of the vehicle 1 can be changed by adjusting the damping characteristic.

  Further, in the embodiment, the mode in which the setting of the motion characteristic is changed based on the above-described evaluation value in the automatic operation mode is exemplified, but this can also be applied in the normal mode. That is, even in the normal mode, the motion characteristic of the vehicle 1 may be changed to a setting corresponding to the driver's fatigue state.

  In addition, it is needless to say that each term used in the present specification is merely used for the purpose of describing the present invention, and the present invention is not limited to the strict meaning of the term. The equivalent can also be included.

The features of the present invention are summarized below:
A first aspect is a control device (for example, 13, 135) that performs traveling control of a vehicle (for example, 1), and estimation means (for example, 135, S1020, S1050) for estimating emotions of a plurality of passengers of the vehicle; Change means (for example, 135, S1040, S1070) for changing the travel control mode of the vehicle based on the estimation results of the feelings of the plurality of passengers by the estimation means.

  According to the first aspect, by considering the feelings of a plurality of occupants, it is possible to appropriately realize traveling control that does not cause each occupant to feel irritation and anxiety unnecessarily. Therefore, it is possible to appropriately realize traveling control that is more comfortable to ride and stress-free for all passengers. In the embodiment, as typical examples, the emotion indicates whether the state is calm (whether feeling frustrated or uneasy). However, the emotion indicates an emotion or impression similar to this.

  In the second aspect, the vehicle includes an automatic driving mode as an operation mode (for example, S1000, S1080). In the automatic driving mode, the estimating means estimates the emotion and the changing means is the running control. Change the aspect.

  According to the second aspect, the travel control can be suitably realized in the automatic operation mode (including the driving support mode).

  In the third aspect, the changing means changes the traveling control aspect by changing the setting of the motion characteristics (for example, P2 to P5) of the vehicle.

  According to the third aspect, the change of the setting of the motion characteristic can be realized by changing the control setting of each mechanism by, for example, the ECU, so that the traveling control aspect of the vehicle can be changed relatively easily. .

  In a fourth aspect, the changing means changes the setting of the motion characteristic by changing the setting of the acceleration / deceleration characteristic of the vehicle.

  According to the fourth aspect, the setting of the acceleration / deceleration characteristics can be changed, for example, by changing the control mode of the drive mechanism, so that the setting of the motion characteristics of the vehicle can be changed relatively easily. .

  In a fifth aspect, the vehicle includes an automatic transmission (for example, 142), and the changing unit changes the setting of the acceleration / deceleration characteristics by changing a control mode of the automatic transmission.

  According to the fifth aspect, the change in the setting of the acceleration / deceleration characteristics can be realized by changing the control aspect of the automatic transmission that is a part of the drive mechanism, so that the motion characteristics of the vehicle are relatively simple. You can change the settings.

  In a sixth aspect, the automatic transmission includes a speed change mechanism, and the changing means changes a setting of the acceleration / deceleration characteristics by changing a control mode of an engagement mechanism provided in the speed change mechanism.

  According to the sixth aspect, the setting of the acceleration / deceleration characteristics can be changed, for example, by changing the control mode of the speed change mechanism. Therefore, the setting of the vehicle motion characteristics can be changed relatively easily. it can. For example, in the case of a planetary gear type transmission mechanism, the control mode includes changing the drive speed and / or drive timing of an engagement mechanism such as a clutch or a brake.

  In a seventh aspect, the automatic transmission includes a torque converter (eg, 1421) with a lockup clutch (eg, 1421A), and the changing means changes the control mode of the lockup clutch to change the acceleration / deceleration characteristics. Change the setting.

  According to the seventh aspect, since the change in the setting of the acceleration / deceleration characteristics can be realized by changing the control aspect of the lockup clutch, the setting of the motion characteristics of the vehicle can be changed relatively easily. it can. As a control mode of the lockup clutch, for example, changing the drive speed and / or drive timing of the lockup clutch can be mentioned.

  In an eighth aspect, the apparatus further comprises storage means (eg, 1352, DB) for storing the setting of the motion characteristics changed for the plurality of occupants, and the changing means is configured to store the setting stored in the storage means. When the corresponding plurality of occupants coincide with the plurality of occupants newly boarded in the vehicle, the setting stored in the storage means is used.

  According to the eighth aspect, it is possible to set appropriate exercise characteristics in a relatively short time by referring to the past setting history.

  In a ninth aspect, the apparatus further comprises second storage means (eg, 1352, DB) for storing the estimation result by the estimation means, and the estimation means is an occupant corresponding to the estimation result stored in the second storage means. And at least a part of the plurality of passengers newly boarded in the vehicle, the estimation of the emotions of the at least some passengers is resumed using the estimation result.

  According to the ninth aspect, appropriate traveling control can be realized in a relatively short time by referring to the past evaluation history.

  In a tenth aspect, the estimation means evaluates the emotion of each occupant to generate an evaluation value, and performs weighted addition by multiplying the evaluation value by a coefficient (for example, n1) according to the attribute of each occupant. Thus, the estimation is performed, and the changing unit changes the setting of the motion characteristic based on the result of the weighted addition.

  According to the tenth aspect, more appropriate travel control can be realized by multiplying the evaluation value for each occupant by a coefficient corresponding to the attribute of each occupant.

  In an eleventh aspect, the vehicle includes an imaging device (for example, 171) arranged in the vehicle, and the estimation unit performs the estimation based on a captured image obtained by the imaging device.

  According to the eleventh aspect, it is possible to appropriately monitor the state of each occupant in the vehicle, and it is possible to appropriately evaluate the occupant's emotions.

  In a twelfth aspect, when the estimating means estimates that the feeling of at least a part of the plurality of occupants has deteriorated as a result of changing the traveling control aspect, the changing means performs the traveling control aspect. Return to the original one.

  According to the twelfth aspect, when the evaluation result is deteriorated (when the evaluation value is lowered), it is more comfortable to ride by returning to the original state because the change of the traveling control aspect is erroneous. Driving control without stress can be appropriately realized.

  In a thirteenth aspect, the changing means changes the traveling control aspect by changing a setting of an inter-vehicle distance characteristic (for example, P1) of the vehicle.

  In general, since the influence of the inter-vehicle distance on the passenger's feeling is relatively large, according to the thirteenth aspect, it is possible to appropriately realize the driving control that is more comfortable and stress-free.

  1: Vehicle, 13: Control device.

Claims (13)

A control device that performs vehicle travel control,
Estimating means for estimating feelings of a plurality of passengers in the vehicle;
Changing means for changing a travel control mode of the vehicle based on an estimation result of the feelings of the plurality of passengers by the estimating means;
A control device comprising: The vehicle includes an automatic operation mode as an operation mode,
2. The control device according to claim 1, wherein in the automatic driving mode, the estimation unit estimates the emotion and the change unit changes the travel control mode. The control device according to claim 1, wherein the changing unit changes the travel control mode by changing a setting of a motion characteristic of the vehicle. The control device according to claim 3, wherein the changing unit changes the setting of the motion characteristic by changing the setting of the acceleration / deceleration characteristic of the vehicle. The vehicle includes an automatic transmission;
The control device according to claim 4, wherein the changing unit changes the setting of the acceleration / deceleration characteristics by changing a control mode of the automatic transmission. The automatic transmission includes a transmission mechanism,
The control device according to claim 5, wherein the changing unit changes a setting of the acceleration / deceleration characteristics by changing a control mode of an engagement mechanism included in the transmission mechanism. The automatic transmission includes a torque converter with a lock-up clutch,
The control device according to claim 5 or 6, wherein the changing unit changes the control mode of the lockup clutch to change the setting of the acceleration / deceleration characteristics. Storage means for storing the settings of the motion characteristics changed for the plurality of occupants;
The changing means is configured to store the setting stored in the storage means when the plurality of occupants corresponding to the setting stored in the storage means match a plurality of occupants newly boarded in the vehicle. The control device according to any one of claims 3 to 7, wherein the control device is used. A second storage means for storing an estimation result by the estimation means;
The estimation means uses the estimation result when an occupant corresponding to the estimation result stored in the second storage means coincides with at least a part of a plurality of occupants newly boarded in the vehicle. The control apparatus according to any one of claims 1 to 8, wherein the estimation of the feelings of the at least some occupants is resumed. The estimation means evaluates the emotion of each occupant to generate an evaluation value, performs the estimation by multiplying the evaluation value by a coefficient corresponding to the attribute of each occupant, and performs weighted addition,
The control device according to any one of claims 1 to 9, wherein the changing unit changes the traveling control mode based on a result of the weighted addition. The vehicle includes an imaging device arranged in the vehicle,
The control device according to claim 1, wherein the estimation unit performs the estimation based on a captured image obtained by the imaging device. The change means restores the travel control mode to the original when the estimation means estimates that at least some of the feelings of the plurality of passengers have deteriorated as a result of changing the travel control mode. The control device according to claim 1, wherein the control device is a control device. The control device according to any one of claims 1 to 12, wherein the changing unit changes the travel control mode by changing a setting of an inter-vehicle distance characteristic of the vehicle.

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